CN115593148A - Hub built-in drive axle - Google Patents

Hub built-in drive axle Download PDF

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Publication number
CN115593148A
CN115593148A CN202210735332.9A CN202210735332A CN115593148A CN 115593148 A CN115593148 A CN 115593148A CN 202210735332 A CN202210735332 A CN 202210735332A CN 115593148 A CN115593148 A CN 115593148A
Authority
CN
China
Prior art keywords
shield
coupled
ring
bearing
hub
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202210735332.9A
Other languages
Chinese (zh)
Inventor
柳成树
裵奭镐
金羲日
郑昌熙
李范宰
金希俊
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hyundai Motor Co
Hyundai Wia Corp
Kia Corp
Original Assignee
Hyundai Motor Co
Hyundai Wia Corp
Kia Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hyundai Motor Co, Hyundai Wia Corp, Kia Corp filed Critical Hyundai Motor Co
Publication of CN115593148A publication Critical patent/CN115593148A/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • B60B35/121—Power-transmission from drive shaft to hub
    • B60B35/127—Power-transmission from drive shaft to hub using universal joints
    • B60B35/128—Power-transmission from drive shaft to hub using universal joints of the homokinetic or constant velocity type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0078—Hubs characterised by the fixation of bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0005—Hubs with ball bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0015—Hubs for driven wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0073—Hubs characterised by sealing means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0094—Hubs one or more of the bearing races are formed by the hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • B60B35/18—Arrangement of bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/26—Hooke's joints or other joints with an equivalent intermediate member to which each coupling part is pivotally or slidably connected
    • F16D3/30—Hooke's joints or other joints with an equivalent intermediate member to which each coupling part is pivotally or slidably connected in which the coupling is specially adapted to constant velocity-ratio
    • F16D3/34—Hooke's joints or other joints with an equivalent intermediate member to which each coupling part is pivotally or slidably connected in which the coupling is specially adapted to constant velocity-ratio parts being connected by ridges, pins, balls, or the like guided in grooves or between cogs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/84—Shrouds, e.g. casings, covers; Sealing means specially adapted therefor
    • F16D3/843—Shrouds, e.g. casings, covers; Sealing means specially adapted therefor enclosed covers
    • F16D3/845—Shrouds, e.g. casings, covers; Sealing means specially adapted therefor enclosed covers allowing relative movement of joint parts due to the flexing of the cover
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42—Devices characterised by the use of electric or magnetic means
    • G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0047—Hubs characterised by functional integration of other elements
    • B60B27/0068—Hubs characterised by functional integration of other elements the element being a sensor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Rolling Contact Bearings (AREA)
  • Motor Power Transmission Devices (AREA)

Abstract

The invention relates to a drive axle with a built-in hub. The in-wheel transaxle includes a hub housing that simultaneously takes on the role of an outer race of a constant velocity joint and the role of a wheel hub, wherein a vehicle-exterior-side constant velocity joint center is located within the entire length of the hub housing, and maintains a structure in which a bearing housing and a boot assembly ring portion (including a boot) do not rotate regardless of rotation of a propeller shaft 1, so that performance can be improved, durability can be enhanced, and noise can be minimized.

Description

Hub built-in drive axle
Technical Field
The present invention relates to a technique for a hub built-in transaxle in which a wheel hub and a constant velocity joint are integrally formed.
Background
Joints used in vehicles are used to transmit rotational power (torque) between rotating shafts having different rotation angles. Hook joints, flexible joints, and the like are used for propeller shafts having a small power transmission angle, while constant velocity universal joints are used for propeller shafts of front wheel drive vehicles having a large power transmission angle.
Since the constant velocity joint can smoothly transmit power at a constant speed even in the case where the intersection angle of the propeller shaft and the driven shaft is large, the constant velocity joint is mainly used for an axle of a front wheel drive vehicle having an independent suspension.
The wheel of the conventional drive wheel has a structure in which the outer race of the constant velocity joint, which is manufactured separately from the wheel hub, is spline-coupled by the wheel hub, and a hub nut is fastened to an end portion of the outer race that passes through the wheel hub, so that the outer race of the constant velocity joint is coupled with the wheel hub.
The related art, in which the outer race of the constant velocity joint and the wheel hub are separately manufactured and then assembled by the splines and the hub nut as described above, has a disadvantage in that the increase in the number of parts increases the weight and cost, and in particular, the clearance generated by the spline coupling and the loosening of the hub nut cause quality problems.
The information included in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
Disclosure of Invention
Various aspects of the present invention are directed to provide a hub in-wheel transaxle including a structure in which a vehicle hub and a constant velocity joint are integrated and configured to achieve weight reduction and cost reduction by reducing the number of parts, and to achieve higher rigidity.
According to an exemplary embodiment of the present invention, a hub built-in transaxle includes a hub shell, a journal bearing, a bearing shell, a shield assembling ring portion, and a shield, a joint assembly coupled to an end of a drive shaft is inserted inward to be coupled to the hub shell, and a hub bearing of the hub shell is coupled to an outer circumferential surface; the journal bearing is coupled to a drive shaft; the bearing housing is coupled to a journal bearing; the shield assembly ring portion is coupled to an outer ring of the hub bearing, the shield being coupled to the bearing housing and the shield assembly ring portion at either end, wherein the bearing housing, the shield, and the shield assembly ring portion are coupled in a non-rotating configuration regardless of whether the drive shaft is rotating.
An inner ring of the journal bearing is coupled to the drive shaft, an outer ring of the journal bearing is coupled to the bearing housing, and the inner ring and the outer ring of the journal bearing are connected by bearing balls so that the bearing housing, the shield, and the shield assembly ring portion maintain a non-rotating structure even when the drive shaft rotates.
Further comprising a shaft seal located on one side of the journal bearing to fill the gap between the drive shaft and the bearing housing and maintain airtightness.
The wheel speed sensor is coupled to the shield assembly ring portion, and the packing member is coupled to a portion where the shield assembly ring portion and the wheel speed sensor are coupled to maintain airtightness.
The bearing housing includes a larger diameter portion, a smaller diameter portion, and a step portion provided as a boundary between the larger diameter portion and the smaller diameter portion formed in different sizes, wherein the journal bearing and the shaft seal are coupled to an inner side of the larger diameter portion, and one end of the shield is fixedly coupled to an outer side of the smaller diameter portion by a shield band.
One end portions of the journal bearing and the shield are supported by contact with the step portion of the bearing housing.
A shield assembling groove, into which the shield is inserted when one end of the shield is coupled by the shield band, is formed in a concave shape in the smaller diameter portion of the bearing housing.
The flange portion for preventing the shield from being damaged is formed to be bent inward at the end of the smaller diameter portion of the bearing housing.
The shield fastening groove is formed in a concave shape at one end of the shield assembly ring portion, and the shield is inserted into the shield fastening groove to be coupled when the other end of the shield is fixedly coupled to the one end of the shield assembly ring portion by the shield band.
The shield assembling ring portion includes a shield coupling portion to which the other end of the shield is coupled, an outer ring coupling portion, and a connection portion; the outer ring coupling portion is coupled to an outer ring of a hub bearing; the connection portion connects the shield coupling portion and the outer ring coupling portion, and the wheel speed sensor is coupled to the connection portion, wherein the outer ring coupling portion is inserted into an outer ring of the hub bearing and is coupled to be in contact with an inner surface of the outer ring.
The encoder and the encoder ring portion are disposed to face the wheel speed sensor on an outer side of one end portion of the hub shell, an extension portion extending toward an outer ring coupling portion of the boot assembly ring portion is formed at the end portion of the encoder ring portion, a protruding portion protruding toward the hub shell is formed at a coupling portion of the boot assembly ring portion, and a labyrinth structure is formed between the extension portion of the encoder ring portion and the protruding portion of the boot assembly ring portion by the extension portion and the protruding portion, thereby preventing mixing of the constant velocity joint grease and the hub bearing grease.
The shield assembling ring portion includes a bent portion extending in a 'U' shape from the outer ring coupling portion, a protruding portion, and a labyrinth structure; the protruding portion protrudes toward the hub shell, the protruding portion being formed at the connecting portion of the shield assembling ring portion; the labyrinth structure is formed between the bent portion and the protruding portion by the bent portion extending from the outer ring coupling portion and the protruding portion of the boot assembly ring portion, thereby preventing mixing of the constant velocity joint grease and the hub bearing grease.
The shield assembling ring portion includes a shield coupling portion to which the other end of the shield is coupled, an outer ring coupling portion, and a connection portion; the outer ring coupling portion is coupled to an outer ring of a hub bearing; the connection portion connects the shield coupling portion and the outer ring coupling portion, and the wheel speed sensor is coupled to the connection portion; an outer ring of the hub bearing is inserted into the outer ring coupling portion such that an outer side of the outer ring and an inner side of the outer ring coupling portion are in contact with each other; an O-ring for maintaining airtightness between an outer side of an outer ring of the hub bearing and an inner side of an outer ring coupling portion is coupled.
The journal bearing and the shaft seal are coupled to an inside of the larger diameter portion of the bearing housing, and the shield is fixedly coupled to an outside of the larger diameter portion of the bearing housing by a shield band.
An end of one end of the bearing housing is formed in a shape of a protrusion-like gate extending in a longitudinal direction of the drive shaft to prevent inflow of foreign substances.
A groove and a locking threshold for preventing the shield from being separated are formed on an outer side of the larger diameter portion of the bearing housing, and a stopper protrusion fixing a position of the shield contacting the other end of the larger diameter portion is formed in the shield.
Either end of the boot is fixedly coupled to the bearing housing and the boot assembly ring portion, respectively, by a boot strap, and the boot strap are assembled and fastened to the inboard side of the joint assembly.
A plurality of anti-slip protrusions are formed on an inner surface of the shield contacting the bearing housing, a threshold for preventing foreign matter from flowing into the bearing housing is formed to protrude toward the drive shaft at one end of the shield, and a threshold for preventing grease leakage is formed to protrude inward at the other end of the shield.
An inner ring of the hub bearing is coupled to an outer circumferential surface of the hub shell, two rows of bearing balls are assembled between the inner ring and an outer ring of the hub bearing, an outboard inner ring of the hub bearing is supported by a stepped gate of the hub shell, and the inboard inner ring is supported by a formed portion bent from an inboard end of the hub shell to an outboard side.
The vehicle-exterior constant velocity joint center is located on the vehicle-interior side of the hub shell.
According to an exemplary embodiment of the present invention, a hub built-in transaxle has a structure in which one hub housing simultaneously takes on the role of an outer race of a constant velocity joint and the role of a wheel hub, so that weight reduction and cost reduction can be achieved by reducing the number of parts, noise at a joint and a problem of a gap generated during power transmission can be solved, and in particular, rigidity can be enhanced by integration of the outer race and the wheel hub.
Further, according to the exemplary embodiment of the present invention, the vehicle outside constant velocity joint center is located within the full length of the hub shell, so that the size of the vehicle in the vehicle inside/outside direction can be significantly reduced, thereby having an advantage in terms of packaging, and the reduced distance between the vehicle outside constant velocity joint center and the wheel center portion can maximize the rigidity and the articulation angle.
Further, the present invention maintains a structure in which the bearing housing and the shield assembling ring portion (including the shield) do not rotate even when the transmission shaft rotates, thereby improving durability and minimizing noise.
The method and apparatus of the present invention have other features and advantages which will be apparent from or are set forth in detail in the accompanying drawings and the following detailed description, which are incorporated herein, and which together serve to explain certain principles of the invention.
Drawings
Fig. 1 is a schematic view for describing an in-wheel transaxle according to an exemplary embodiment of the present invention.
Fig. 2 is an enlarged schematic view of a portion of fig. 1 to which the shield is coupled.
Fig. 3 is an enlarged schematic view of the bearing housing.
Fig. 4 is a perspective view of the guard assembling ring portion coupled with the wheel speed sensor.
Fig. 5 is a sectional view of a portion of fig. 4 to which a wheel speed sensor is coupled.
Fig. 6 is an enlarged schematic view of a portion of fig. 1 to which the wheel speed sensor is coupled.
Fig. 7 and 8 are schematic views for describing another exemplary embodiment of an assembly ring portion of a shield cap.
FIG. 9 is a schematic diagram depicting another exemplary embodiment of a bearing housing.
Fig. 10 is a schematic view exemplarily illustrating a separated state of a shield having a slip prevention protrusion and a bearing housing.
Fig. 11 is a schematic view exemplarily illustrating a coupled state of the shield cap having the anti-slip protrusion and the bearing housing of fig. 10.
It is to be understood that the appended drawings are not to scale, but are merely drawn with appropriate simplifications to illustrate various features of the basic principles of the invention. The specific design features of the present disclosure as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes, will be determined in part by the specific intended application and environment of use.
In the drawings, like numerals refer to like or equivalent parts throughout the several views of the drawings.
Detailed Description
Reference will now be made in detail to various embodiments of the invention, examples of which are illustrated in the accompanying drawings and described below. While the invention will be described in conjunction with the exemplary embodiments of the invention, it will be understood that this description is not intended to limit the invention to those exemplary embodiments. On the other hand, the present invention is intended to cover not only the exemplary embodiments of the present invention but also various alternative embodiments, modified embodiments, equivalent embodiments or other embodiments, which are included in the spirit and scope of the present invention defined by the appended claims.
The specific structural and functional descriptions of the exemplary embodiments included in the exemplary embodiments or applications are exemplary only, and are intended to describe exemplary embodiments in accordance with the exemplary embodiments of the invention. The exemplary embodiments of the present invention may be embodied in various forms, and the present invention should not be construed as being limited to the exemplary embodiments or the exemplary embodiments described in the application.
Example embodiments according to the example embodiments of the present invention may be variously modified and have various forms such that specific embodiments will be illustrated in the drawings and described in detail in the example embodiments or applications. It should be understood that it is not intended to limit exemplary embodiments according to the inventive concept to the specifically included forms, and it should be understood that all modifications, equivalents, and alternatives falling within the spirit and technical scope of the invention are also included.
Terms such as first, second, etc. may be used to describe various components, but these components should not be limited by the terms. The term may be used only to distinguish one component from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, without departing from the scope of the present invention.
When an assembly is referred to as being "connected" or "coupled" to another assembly, the assembly may be directly connected or coupled to the other assembly, but it is understood that other assemblies may exist between the assembly and the other assembly. On the other hand, when an assembly is referred to as being "directly connected" or "directly coupled" to another assembly, it is understood that no intermediate assembly is present. Other expressions describing the relationship between components, that is, "between.," exactly between., "adjacent," and "directly adjacent," are to be construed in the same manner.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Singular references include plural references unless the context clearly dictates otherwise. In exemplary embodiments, terms such as "including" or "having" are intended to mean that there are features, values, steps, operations, components, parts, or combinations thereof of the implementations described in the specification, and should not be understood as precluding the presence or addition of one or more other features, values, steps, operations, components, parts, or combinations thereof.
Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which exemplary embodiments of the present invention belong. Terms defined in a general dictionary should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and should not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
It should be noted that, according to various exemplary embodiments of the present invention, the control unit (controller) may be implemented by a processor configured to perform the operations described below using a non-volatile memory configured to store algorithms or data related to software instructions for executing the algorithms or data stored in the respective memory, the algorithms configured to control the operation of various components of the vehicle. Here, the memory and the processor may be implemented as separate chips, respectively. Alternatively, the memory and processor may be implemented as a single integrated chip. The processor may take the form of one or more processors.
A hub built-in transaxle according to various exemplary embodiments of the present invention will be described below with reference to the accompanying drawings.
As shown in fig. 1 to 11, according to an exemplary embodiment of the present invention, a hub built-in transaxle includes a hub shell 30, a journal bearing 40, a bearing shell 50, a shield assembling ring portion 60, and a shield 70, a joint assembly 10 coupled to an end of a drive shaft is inserted inward to be coupled to the hub shell 30, and a hub bearing 20 of the hub shell 30 is coupled to an outer circumferential surface; the journal bearing 40 is coupled to the propeller shaft 1; the bearing housing 50 is coupled to the journal bearing 40; the shield assembly ring portion 60 is coupled to the outer ring 21 of the hub bearing 20; the shield 70 is coupled to the bearing housing 50 and the shield assembly ring portion 60 at either end, wherein the bearing housing 50, the shield 70 and the shield assembly ring portion 60 are coupled in a non-rotating configuration regardless of whether the propeller shaft 1 is rotated.
The propeller shaft 1 is configured to transmit the driving force of the engine transmitted through the transmission to wheels.
The joint assembly 10 coupled to the end of the propeller shaft 1 includes an inner ring 11 and a plurality of ball-and-socket joints 12 coupled to the inner ring 11.
The constant velocity joint includes a ball joint and a tripod type joint, and the inner race 11 and the ball joint 12 are components of the ball joint.
The hub shell 30 simultaneously takes the role of forming the outer race of the constant velocity joint and the role of the wheel hub for coupling the wheel and the knuckle (or bracket), which has the effect of reducing the number of parts and has the following advantages: compared to the conventional structure in which the outer race of the constant velocity joint and the wheel hub are separately manufactured and then coupled to each other by the hub nut, the weight is reduced and the cost is cut.
Further, in the conventional structure in which the outer race of the constant velocity joint and the wheel hub are separately manufactured and then coupled to each other, when the outer race of the constant velocity joint and the wheel hub are spline-coupled and then fastened by the hub nut, the coupling is completed. The spline coupling and the hub nut coupling create noise and clearance problems at the joint, particularly loosening of the hub nut.
In contrast, according to various exemplary embodiments of the present invention, one hub shell 30 simultaneously plays the role of the outer race of the constant velocity joint and the role of the wheel hub, so that weight reduction and cost reduction can be achieved by reducing the number of parts, noise at the joint and the problem of backlash generated during power transmission can be solved, and in particular, rigidity can be enhanced by integration of the outer race and the wheel hub.
The outer ring 21 of the hub bearing 20 is coupled to the knuckle 2, and the hub shell 30 is coupled to the disc 3 of the wheel.
The outer ring 21 of the hub bearing 20 is coupled to the knuckle 2 in the case of a front wheel and to the planet carrier in the case of a rear wheel. In the exemplary embodiment of the present invention, both the knuckle and the carrier will be simply referred to as the knuckle 2.
The hub shell 30 is also referred to as an axle housing, but will be referred to simply as the hub shell 30 in the exemplary embodiment of the invention.
According to an exemplary embodiment of the present invention, the inner ring 22 of the hub bearing 20 is coupled to the outer circumferential surface of the hub shell 30, and in the hub built-in constant velocity universal joint, two rows of bearing balls 23 are assembled between the inner ring 22 and the outer ring 21 of the hub bearing 20.
The inner ring 22 of the hub bearing 20 includes an outboard (outboard) inner ring 22a and an inboard (inboard) inner ring 22b, and the outboard inner ring 22a is located outboard of the inboard inner ring 22 b.
The vehicle outside inner ring 22a of the inner ring 22 of the hub bearing 20 is supported by a step threshold 31 of the hub shell 30, and the vehicle inside inner ring 22b is supported by a rail forming portion 32 that is bent outward from a vehicle inside end of the hub shell 30.
The shaped portion 32 of the hub shell 30 supports the inboard inner ring 22b and maintains an optimum preload for performance and durability.
The track forming part 32 of the hub shell 30 has a structure for suppressing the loosening of the conventional hub nut, and facilitates the management of the preload amount of the hub bearing 20, thereby easily ensuring durability and improving productivity.
Further, according to an exemplary embodiment of the present invention, in the hub built-in type constant velocity joint, one hub shell 30 simultaneously takes on the role of the outer race of the constant velocity joint and the role of the wheel hub, so that the vehicle exterior side constant velocity joint center C1 can be located on the vehicle interior side of the hub shell 30.
That is, the increase in length of the propeller shaft 1 caused by the outboard movement of the constant velocity joint center C1 can increase the articulation angle of the propeller shaft 1 and reduce the gap L1 between the outboard constant velocity joint center C1 and the wheel center portion C2, so that the rigidity and the articulation angle can be maximized, and the problem of torque steering caused by the articulation angle and judder vibration when the vehicle is set in motion can be solved.
Further, increasing the range of use of the articulation angle of the outboard joint may improve ride marketability by reducing the minimum turn radius.
According to an exemplary embodiment of the present invention, as shown in fig. 2, the journal bearing 40 includes an inner ring 41, an outer ring 42, and bearing balls 43 disposed between the inner ring 41 and the outer ring 42, wherein the inner ring 41 of the journal bearing 40 is coupled to the propeller shaft 1, and the outer ring 42 of the journal bearing 40 is coupled to the bearing housing 50.
Accordingly, according to an exemplary embodiment of the present invention, the bearing housing 50, the shield 70 and the shield assembly ring portion 60 maintain a non-rotating structure by the journal bearing 40 even when the propeller shaft 1 rotates.
One end of the shield in the conventional structure is directly coupled to the driving shaft so that the shield is rotated when the driving shaft is rotated, thereby deteriorating durability of the shield and generating noise.
In contrast, according to an exemplary embodiment of the present invention, the bearing housing 50 and the shield assembly ring 60 (including the shield 70) maintain a non-rotating structure by the journal bearing 40, thereby improving durability and minimizing noise.
According to an exemplary embodiment of the present invention, the hub built-in transaxle further includes a shaft seal 80, the shaft seal 80 being located at one side of the journal bearing 40 to fill a gap between the propeller shaft 1 and the bearing housing 50 and maintain airtightness.
The shaft seal 80 prevents leakage of grease and inflow of foreign matter in the in-wheel transaxle.
A wheel rotation speed sensor (ABS sensor) 90 is coupled to the shield assembly ring portion 60, and a packing member 100 is coupled to a portion (contact portion) where the shield assembly ring portion 60 and the wheel rotation speed sensor 90 are coupled to each other, to maintain airtightness, as shown in fig. 5.
The shield assembly ring portion 60 and the wheel speed sensor 90 may be separately manufactured and then coupled to each other by a coupling member 91 such as a bolt, a screw, or a rivet, as shown in fig. 4.
Alternatively, the guard cover assembling ring portion 60 and the wheel speed sensor 90 may be integrally manufactured by an insert method at the time of manufacture.
The packing member 100 includes a gasket made of a rubber material to serve as a sealing member.
The bearing housing 50 is formed in a cylindrical shape and has a larger diameter portion 51, a smaller diameter portion 52, and a step portion 53 provided as a boundary between the larger diameter portion 51 and the smaller diameter portion 52 formed in different sizes, as shown in fig. 3.
The journal bearing 40 and the shaft seal 80 are fixedly coupled to the inside of the larger diameter portion 51 of the bearing housing 50, and one end of the shield 70 is fixedly coupled to the outside of the smaller diameter portion 52 of the bearing housing 50 by a shield band 110, as shown in fig. 2.
Throughout the present disclosure, one end is defined as an inside direction, and the other end thereof is defined as an outside direction.
One end portions of the journal bearing 40 and the shield 70 are supported by being in contact with the step portion 53 of the bearing housing 50, and therefore, the step portion 53 of the bearing housing 50 is configured to fix the positions of the journal bearing 40 and the shield 70.
The shield assembling groove 54, into which the shield 70 is inserted when one end of the shield 70 is coupled by the shield band 110, is formed in a concave shape in the smaller diameter portion 52 of the bearing housing 50, as shown in fig. 2 and 3.
Assembling the shield 70 in the form of being inserted into the shield assembling groove 54 enables the coupling force of the shield 70 to be reinforced and the durability to be improved.
The edge portion 55 for preventing damage to the shield 70 is formed to be bent inward at the end of the smaller diameter portion 52 of the bearing housing 50.
The surface contact of the shield 70 by the flange portion 55 can prevent damage to the shield 70, such as tearing of the shield 70.
The shield fastening groove 61 is formed in a concave shape at one end of the shield assembling ring portion 60, and the shield 70 is inserted into the shield fastening groove 61 when the other end of the shield 70 is fixedly coupled to one end of the shield assembling ring portion 60 by the shield band 120.
Assembling the shield 70 in the form of being inserted into the shield fastening groove 61 enables the coupling force of the shield 70 to be reinforced and the durability to be improved.
The shield assembling ring portion 60 includes a shield coupling portion 62, an outer ring coupling portion 63, and a connection portion 64, and the other end of the shield 70 is coupled to the shield coupling portion 62; the outer ring coupling portion 63 is coupled to the outer ring 21 of the hub bearing 20; the connecting portion 64 connects the shield coupling portion 62 and the outer ring coupling portion 63, and the wheel speed sensor 90 is coupled to the connecting portion 64.
The shield fastening groove 61 is formed in the shield coupling portion 62 in the shield assembling ring portion 60, and the enclosure member 100 is disposed between the connection portion 64 and the wheel rotation speed sensor 90.
As shown in fig. 6, the outer ring coupling portion 63 of the shield assembly ring portion 60 may be pressed into the outer ring 21 of the hub bearing 20 and coupled to be in contact with the inner surface of the outer ring 21.
The encoder 130 and the encoder ring portion 140 are disposed to face the wheel rotation speed sensor 90 at the outer side of one end portion of the hub shell 30, an extension portion 141 extending toward the outer ring coupling portion 63 of the boot assembling ring portion 60 is formed at the end portion of the encoder ring portion 140, a protruding portion 65 protruding toward the hub shell 30 is formed at the connecting portion 64 of the boot assembling ring portion 60, and a labyrinth structure is formed between the extension portion 141 of the encoder ring portion 140 and the protruding portion 65 of the boot assembling ring portion 60 by the extension portion 141 and the protruding portion 65, so that it is possible to prevent mixing of the constant velocity joint grease and the hub bearing grease.
According to another exemplary embodiment of the present invention, as shown in fig. 7, the shield assembling ring portion 60 includes a bent portion 66, a protruding portion 65, and a labyrinth structure, the bent portion 66 extending in a "U" shape from the outer ring coupling portion 63; the protruding portion 65 protrudes toward the hub shell 30, the protruding portion 65 being formed at the connecting portion 64 of the shield assembling ring portion 60; the labyrinth structure is formed between the bent portion 66 and the protruding portion 65 by the bent portion 66 extending from the outer ring coupling portion 63 and the protruding portion 65 of the boot assembly ring portion 60, so that it is possible to prevent mixing of the constant velocity joint grease and the hub bearing grease as much as possible.
According to various exemplary embodiments of the present invention, as shown in fig. 8, the shield assembly ring portion 60 includes a shield coupling portion 62, an outer ring coupling portion 63, and a connecting portion 64, the other end portion of the shield 70 is coupled to the shield coupling portion 62, the outer ring coupling portion 63 is coupled to the outer ring 21 of the hub bearing 20, the connecting portion 64 connects the shield coupling portion 62 and the outer ring coupling portion 63, and the wheel speed sensor 90 is coupled to the connecting portion 64; the outer ring 21 of the hub bearing 20 is pressed into the outer ring coupling portion 63 of the shield assembling ring portion 60 so that the outer side of the outer ring 21 and the inner side of the outer ring coupling portion 63 contact each other; an O-ring 150 for maintaining airtightness between the outer side of the outer ring 21 of the hub bearing 20 and the inner side of the outer ring coupling portion 63 is coupled.
As shown in fig. 9, the journal bearing 40 and the shaft seal 80 may be fixedly coupled to the inside of the larger diameter portion 51 of the bearing housing 50, and one end of the shield 70 is fixedly coupled to the outside of the larger diameter portion 51 of the bearing housing 50 by a shield band 110.
At present, an end of one end of the bearing housing 50 is formed in the shape of a projection-like threshold (projection threshold) 56 extending in the longitudinal direction of the propeller shaft 1, so that the inflow of foreign matter can be prevented by the projection-like threshold 56.
A groove 57 for preventing the shield from being separated and a locking threshold 58 are formed on the outside of the larger diameter portion 51 of the bearing housing 50 such that a portion of the shield 70 is inserted into the groove 57 for preventing the shield from being separated and, when one end of the shield 70 is fixed by the shield band 110, the portion of the shield 70 is locked such that the coupling force of the shield 70 is strengthened and the durability of the shield 70 is improved.
Further, a stopper protrusion 71 may be formed in the shield 70, the stopper protrusion 71 fixing a position of the shield 70 contacting the other end of the larger diameter portion 51 of the bearing housing 50.
According to an exemplary embodiment of the present invention, one end and the other end of the shield 70 are fixedly coupled to the bearing housing 50 and the shield assembly ring 60 by the shield bands 110, 120, respectively, and the shield 70 and the shield bands 110, 120 are assembled and fastened to the inboard side of the joint assembly 10 to facilitate the assembly.
As shown in fig. 10 and 11, a plurality of protrusions 72 are formed on an inner surface of the shield 70 contacting the bearing housing 50, a gate 73 for blocking inflow of foreign substances into the bearing housing 50 is formed to protrude toward the propeller shaft 1 at one end of the shield 70, and a gate for preventing leakage of grease is formed to protrude inward at the other end of the shield 70.
As described above, according to the exemplary embodiment of the present invention, the in-wheel transaxle has a structure in which one hub housing 30 simultaneously takes on the role of the outer race of the constant velocity universal joint and the role of the wheel hub, so that weight reduction and cost reduction can be achieved by reducing the number of parts, noise at the joint and the problem of play generated during power transmission can be solved, and in particular, rigidity can be enhanced by integration of the outer race and the wheel hub.
Further, according to the exemplary embodiment of the present invention, the vehicle outside constant velocity joint center C1 is located within the entire length of the hub shell 30, so that the size of the vehicle in the vehicle inside/outside direction can be significantly reduced, thereby having an advantage in terms of packaging, and the reduced distance L1 between the vehicle outside constant velocity joint center C1 and the wheel center portion C2 can maximize the rigidity and the articulation angle.
Further, according to the exemplary embodiment of the present invention, a structure in which the bearing housing 50 and the shield assembling ring portion 60 (including the shield 70) do not rotate even when the drive shaft 1 rotates is maintained, so that it is possible to improve durability and minimize noise.
For convenience in explanation and accurate definition in the appended claims, the terms "upper", "lower", "inner", "outer", "upper", "lower", "upward", "downward", "front", "rear", "back", "inside", "outside", "inward", "outward", "inner", "outer", "forward" and "rearward" are used to describe features of the exemplary embodiments with reference to the positions of such features as displayed in the figures. It will be further understood that the term "coupled" or derivatives thereof refer to both direct and indirect connections.
The foregoing description of the predetermined exemplary embodiments of the present invention has been presented for the purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise embodiments disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to enable others skilled in the art to make and utilize various exemplary embodiments of the invention and various alternatives and modifications thereof. It is intended that the scope of the invention be defined by the following claims and their equivalents.

Claims (20)

1. An in-wheel transaxle comprising:
a hub shell to which a joint assembly coupled to an end of a transmission shaft is inwardly inserted to be coupled and to which a hub bearing is coupled to an outer circumferential surface;
a journal bearing coupled to the drive shaft;
a bearing housing coupled to the journal bearing;
a shroud assembly ring portion coupled to an outer ring of the hub bearing; and
a shield coupled to the bearing housing and the shield assembly ring at either end of the shield,
wherein the bearing housing, the shield, and the shield assembly ring portion are coupled in a non-rotating configuration regardless of whether a drive shaft rotates.
2. The in-wheel transaxle of claim 1,
wherein an inner ring of the journal bearing is coupled to the drive shaft,
the outer ring of the journal bearing is coupled to the bearing housing,
the inner and outer rings of the journal bearing are connected by bearing balls so that the bearing housing, the shield, and the shield assembly ring portion remain in a non-rotating configuration even when the drive shaft rotates.
3. The in-wheel transaxle of claim 1 further comprising a shaft seal located on one side of the journal bearing to fill a gap between the drive shaft and the bearing housing and maintain airtightness between the drive shaft and the bearing housing.
4. The in-wheel transaxle of claim 1,
wherein a wheel speed sensor is coupled to the shield assembly ring portion,
an encapsulation member is coupled to a portion where the shield assembly ring portion and the wheel speed sensor are coupled to maintain airtightness.
5. The in-wheel transaxle of claim 3,
wherein the bearing housing includes a larger diameter portion, a smaller diameter portion, and a stepped portion provided as a boundary between the larger diameter portion and the smaller diameter portion formed in different sizes,
the journal bearing and shaft seal are coupled to an inner side of the larger diameter portion,
the first end of the shield is fixedly coupled to the outside of the smaller diameter portion of the bearing housing by a shield band.
6. The in-wheel transaxle of claim 5 wherein the journal bearing and the first end of the shield are supported by contact with the stepped portion of the bearing housing.
7. The in-wheel drive axle according to claim 5, wherein a shield assembling groove, into which the shield is inserted when the first end portion of the shield is coupled by the shield band, is formed in a concave shape in the smaller diameter portion of the bearing housing.
8. The in-wheel transaxle of claim 5 wherein a flange portion for preventing damage of the shield is formed to be bent inward at an end of the smaller diameter portion of the bearing housing.
9. The in-wheel transaxle of claim 1,
wherein the shield fastening groove is formed in a concave shape at an end of the shield assembly ring portion,
the shield is inserted into the shield fastening groove when the second end of the shield is fixedly coupled to the end of the shield assembly ring by the shield band.
10. The in-wheel transaxle of claim 4 wherein the shroud assembly ring portion comprises:
a shield coupling portion to which a second end of the shield is coupled;
an outer ring coupling portion coupled to an outer ring of the hub bearing; and
a connection portion connecting the shield coupling portion and the outer ring coupling portion, and to which a wheel speed sensor is coupled,
wherein the outer ring coupling portion is inserted into an outer ring of the hub bearing and coupled to be in contact with an inner surface of the outer ring.
11. The in-wheel transaxle of claim 10,
wherein the encoder and the encoder ring portion are arranged to face the wheel speed sensor on an outer side of the end portion of the hub shell,
an extension portion extending toward an outer ring coupling portion of the shield assembling ring portion is formed at an end portion of the encoder ring portion,
a protruding portion protruding toward the hub shell is formed at the connecting portion of the shield assembling ring portion,
by forming the labyrinth structure between the extended portion of the encoder ring portion and the protruding portion of the boot assembly ring portion by the extended portion and the protruding portion, it is possible to prevent mixing of the constant velocity joint grease and the hub bearing grease.
12. The in-wheel transaxle of claim 10,
wherein the shield assembly ring portion includes a bent portion extending in a 'U' shape from an outer ring coupling portion,
a protruding portion protruding toward the hub shell is formed at the connecting portion of the shroud assembly ring portion,
a labyrinth structure is formed between the bent portion and the protruding portion by the bent portion extending from the outer ring coupling portion and the protruding portion of the boot assembly ring portion, thereby preventing mixing of the constant velocity joint grease and the hub bearing grease.
13. The in-wheel transaxle of claim 4 wherein the shield assembly ring portion comprises:
a shield coupling portion to which a second end of the shield is coupled;
an outer ring coupling portion coupled to an outer ring of the hub bearing; and
a connection portion connecting the shield coupling portion and the outer ring coupling portion, and to which the wheel speed sensor is coupled,
wherein the outer ring of the hub bearing is inserted into the outer ring coupling portion such that an outer side of the outer ring and an inner side of the outer ring coupling portion are in contact with each other,
an O-ring for maintaining airtightness between an outer side of an outer ring of the hub bearing and an inner side of an outer ring coupling portion is coupled.
14. The in-wheel transaxle of claim 3,
wherein the journal bearing and the shaft seal are coupled to an inside of the larger diameter portion of the bearing housing,
the end of the shield is fixedly coupled to the outside of the larger diameter portion of the bearing housing.
15. The in-wheel transaxle of claim 14 wherein an end of the bearing housing is formed in the shape of a protrusion-like gate extending in the longitudinal direction of the drive shaft to prevent the inflow of foreign substances.
16. The in-wheel transaxle of claim 14,
wherein a groove for preventing the shield from being separated and a locking threshold are formed on an outer side of the larger diameter portion of the bearing housing,
a stopper protrusion that fixes a position where the shield contacts an end of the larger diameter portion is formed in the shield.
17. The in-wheel transaxle of claim 1,
wherein either end of the shield is fixedly coupled to the bearing housing and the shield assembly ring portion, respectively, by a shield band,
the boot and boot strap are assembled and secured to the inboard side of the joint assembly.
18. The in-wheel transaxle of claim 1,
wherein a plurality of anti-slip protrusions are formed on an inner surface of the shield cap contacting the bearing housing,
a gate for preventing foreign substances from flowing into the bearing housing is formed to protrude toward the transmission shaft at the first end of the shield,
a threshold for preventing leakage of grease is formed to protrude inwardly at the second end of the boot.
19. The in-wheel transaxle of claim 1,
wherein the inner ring of the hub bearing is coupled to the outer circumferential surface of the hub shell,
two rows of bearing balls are assembled between the inner ring and the outer ring of the hub bearing,
the inner ring of the hub bearing includes an inboard inner ring and an outboard inner ring, the outboard inner ring being supported by the stepped gate of the hub shell, the inboard inner ring being supported by a shaped portion that is bent from an inboard end of the hub shell to an outboard side.
20. The in-wheel transaxle of claim 1 wherein the vehicle outboard constant velocity joint is centered on the vehicle inboard side of the hub shell.
CN202210735332.9A 2021-06-28 2022-06-27 Hub built-in drive axle Pending CN115593148A (en)

Applications Claiming Priority (2)

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KR1020210084017A KR20230001296A (en) 2021-06-28 2021-06-28 Hub built-in type drive axle
KR10-2021-0084017 2021-06-28

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CN115593148A true CN115593148A (en) 2023-01-13

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KR (1) KR20230001296A (en)
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DE (1) DE102022115910A1 (en)

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KR20210157167A (en) * 2020-06-19 2021-12-28 현대자동차주식회사 Hub built-in type constant velocity apparatus

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